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(No Model.) 4 Sheets-Sheet 1.

J. MGD. RAINBY. AUTOMATIC CAR AND AIR BRAKE COUPLING.

No. 574,268. Patente@ 1360.29, m96. a fo v 52 l A 47 l c A I "Ih CCC( M Y w 4 Sheeets--Sheaet 2.

(Nd Model.)

y J. MGD. RAINEY Y AUTOMATIC UAR AND AIR BRAKE COPIIIATGU No. 574.268. Patented Deo. 29, 1896.

(No Mdel.) 4 sheets-sheet s.

J. MGD. RAINEY.

AUTOMATIC GAR AND AIR BRAKE OUPLING. N0. 574,268. i Patented '1D-90.29, 1896.

(No Model.) 4 Sheets-Sheet 4.

"-J. MGD. RAINEY. AUTOMATIC GAR AND AIR BRAKE GOUPLING.

N0. 574,268. I Patented Deo. 29,* 1896.

Y Uivrrnnf I Stratus JOI-IN MCDOVELL RAINEY, OF KELLERTON, IOWA', ASSIGNOR OF ONE-HALF TO PHILIP W'HITE,

F SAME PLACE.Y

l AUTOMATIC CAR AND AIR-BRAKE coUPLnNe.

SPECIFICATION forming part of Letters Patent No. 574,268, dated December 29, 1896.

Application filed September 24,1896. Serial No. 606,843. (No model.)

To a/ZZ whom it may concern;

Be it known that I, JOHN McDowELL RAINEY, a citizen of the United States, residing at Kellerton, in the county of Ringgold and State of Iowa, have invented certain new and useful Improvements in Automatic Car and Air-Brake Couplings; and I do declare the following to be a full, clear, 'and exact description of the invention, such as will enable 1o others skilled in the art to which it appertains to make and use the same.

My invention has relation to improvements in y car-couplings and air-brake pipe-cou plings combined; and the object of the invention is to provide an automatic devicefor coupling the cars and the air-brake connections at the same time. p

To this end the novelty consists in the construction, combination, and arrangement of zo the same, as will be hereinafter more fully described, and particularly point-ed out in the claims.

In the accompanying drawings the same gures of reference indicate the same parts 2 5 of the invention.

Figure 1 is a perspective View of my coupling applied to one end of a car with a portion of the front and top casing removed. Fig. 2 is a horizontal section taken on a line 3o above the bumper. Fig. 3 is a central vertical longitudinalsection on theline 3 3 of Fig. 2. Fig. 4 is a similar view on the line 4f 4 of Fig. 2. Fig. 5is a transverse vertical section on the line 5 5 of Fig. 2. Fig. 6 is a bottom 3 5 plan View of the coupling. Fig. 7 is a perspective view of the bumper and its guiderods removed from the casing, and Fig. 8 is a similar View of the coupling-pin lever.

1 represents the draw-bar, and 2 the drawhead.

3 represents the bumper, provided with a rearwardly-extending guide-rod 4, having a wedge-shaped lug 5 secured thereto, the rear end of said rod being inserted in a guideorifice 6.

7 is a link, its forward end being secured in said bumper and its rear end encompassing a guide boltor rod 8, secured transversely in the draw-head, while a similar transverse 5o guide-rod 9 is located in the forward end of the draw-head and passes through said link 7. A spiralspring 10 encompasses the forward end of said link, one end of the spring resting against the bumper and the other end against a Washer 11, which in turn presses 5 5 against the guide-rod 9,the office of said spring being to normally press and hold said bumper out from the front face of the draw-head.

12 represents a coupling-link detachably held in place in a recess 13 in the right-hand 6o side 'of the draw-head by a vertical pin 14, passing through the rear end of said link.

A yoke 15 on the pin 14 extends across the sides of the link, and a spiral spring 16, encompassing the pin, presses on the link to hold it in a horizontal position and at the same time allow the free end to have a vertical movement to' correspond to the engaging recess in the opposite draw-head.

17 is a guide-rodworking in a guide-orifice 7o 18 in the rear end of the recess 13, its forward end being provided with a follower or plate 19, which rests against the rear end of the link 12, while a spiral spring 2O encompasses the guide-rod 17 and serves to press the link 75 outwardly.

21 represents the recess on the left-hand side of the draw-head which receives the end of the coupling-link on the opposite drawhead. 22 is a vertical coupling-pin working 8o in guide-orifices 23 2/1 in said head, and a spiral spring 25 encompasses said pin to normally press it down to engage the link when the cars are coupled. This pin is formed with an integral lug 26, from which a short chain 27 is connected to the forward end of the coupling-pin lever 27 a, which is fulcrumed on a shaft 28, one end of which is journaled in a bracket 29 and the other end in an orifice 30 in the contiguous Wall of the draw-head.

' A transverse rod 31 is fulcrumed on a bolt 32 and thence extends over the face of the wedge-shaped lug 5, its opposite end termi-v nating in a horizontal eye 33, which encompasses the coupling-pin 22.

34 represents a similar transverse rod fulcrumed on a bolt 35, its free end terminating in a link 36, to which is attached a chain 37, connecting it with the free end of the coupling-pin lever 27?. This rod 34 passes be- 10o tween the ianges of an eccentric disk 38, secured to and oscillating with a longitudinal rod 39, the forward end of which is mounted in a guide-orifice i0 in the front end of the draw-head and its rear portion in a corresponding longitudinal orifice in the rear part of the draw-head. The rear end of this rod 39 terminates ina crank-arm il, which cngages a Vshaped slot 42 in a heart-shaped plate 43, secured to the vertical rod 44:, which extends up the end of the car, its upper end terminating in a handle 45. A spiral spring 4G encompasses this vertical rod, the upper end of said spring resting against a collar 47, secured to the rod, while the lower end of the spring rests against a guide-bracket 4S, secured tothe draw-head, the tension of said spring being exerted to keep the rod All upward, as shown in Fig. l. The lower end of the plate 43 is provided with a guide-rod 49, which plays in a vertical guide-orifice 50 in the `draw-bar.

A transverse rock-shaft 5l is mounted across the front of the car, so that its crankhandles 52 are within convenient reach of a person standing on the ground. This shaft is formed with an integral double-crank arm 53, the outer end of which is provided with a Chaillol, connecting it with the handle of the vertical rod ll.

A spiral spring encompasses the shaft 5l, passing across the crank-arm 53, its free end being secured by staples 5G to the end of the car, the tension of said spring being exerted to retain the crank-arm 53 vertically parallel with the rod il, as shown in Fig. l.

57 represents the air-pipe coupling, being journaled in a recess 5S' in the longitudinal lug A5S, integral with the bottom of the drawhead, and its face is formed with a concentric hook 59, a recessed jaw GO, and a longitudinal pin 6l. lts forward portion 62 is cylindrical and is encompassed by a spiral spring G3, the forward end of which is secured in a radial recess (il in the portion (32 of the pipe-coupling and the rear end in a recess (55 in the lug 53, so that the torsional tension of the springis exerted to turn the coupling 57 to the left and longitudinal tension to press it outwardly from the draw-head.

The rear portion GG of the pipe-coupling 57 is square, and it slides freely through a square orifice G7 in an arm 68, which has an oscillating' movement in a transverse recess U9 in the longitudinal lug 5S. The outer end of this arm U8 is in contact with one end `of a lever 70, fulcrumed in a bracket 7l on the under side of the draw-head, and on one side of this end ofthe lever is a lug 72, which engages a toe 73 on the lower end of a pendulating lever 74, fulcrumed on a bolt 75. A spiral spring 7G on the upper end of the lever 74; serves to throw its lower end forward to e11- gage the lug F2 on the lever 79, which in turn supports the free end of the arm G8 in an eleva-ted position.

Rigidly secured to a short transverse shaft 77 are two levers 7 8 7S, which project downwardly, `a horizontal tooth 79 on each engaging the outer ends of a cross-rod 80, secured to the `coupling-pin lever 27, which normally holds the forward end of said lever 27, and consequently the coupling-pin, in an elevated position ready forcoupling, as shown in Fig. l.

About midway of its length the lever 74 presses against the lower end of one of the levers 78 to normally hold the tooth 79 in engagement with the rod S0.

The cranked arm SLi of a shaft S5 projects in front of the contiguous lever 78, and its horizontal double cia11lr79' extends across the bumper-link 7, and an upwardly-projecting pivoted bar SG lies in the plane of this double crank l79. An integral transverse offset 87 on the lower parallel arm of the link 7 abuts against the pivoted bar 8G, so that if the bum per 3 be pressed inwardly the offset S7 will force the pivoted bar 8G against the double crank 79', its outer cranked end 74 pressing the levers 7S backward, releasing the coupling-pin lever 27, and allowing the coupling-gin 22 to drop. At the same time the levers 7S are pressed backward they force the lever 7i backward, which causes its toe 73 to release the lever 70, which in 'turn releases the arm GS, and the tension of the spring 73 turns the pipe-coupling tothe left to engage a similar coupling on the opposite draw-head.

Sl is a spiral spring attached tothe upper end of the bar 8o', and 82 is a stationary diagonal rod, against which the bar SG rides as it is forced backward by the olfset S7 on the bumper-link, and after the diagonal rod 82 has released the bar 8G from said offset the spring 8l restores it to its normal position.

Although I have specifically described the construction and relative arrangement of the several elements of my invention, l do not desire to be confined to the same, as such changes or :modifications may be made as clearly fall within the scope of my invention without departing from the spirit thereof.

Having thus fully described my invention, what I claim as new and useful, and desire to secure by Letters Patent of the United States, 1s

l. An automatic car-coupling, comprising the draw-head, the couplingpin 22, the spring 251nounted on said pin, and the pivoted lc ver 3l, in combination with the bumper 3 provided with the guide-rod 4 having wedgeshaped block 5, substantially as shown and described. p

2. An automatic car-coupling, comprising the draw-head, the coupling-pin 22 mounted therein and provided with the 'integral lug 2U, the chain 27 connecting saidlug with the lever 27, having transverse rod 80, the lever 78 having tooth 79, in combination with the lever 3l, the free end of which is connected by a chain 27 to said lever 27, the flanged eccentric disk 38 mounted on the longitudinal shaft 39, provided with the crank-arm 4:1 engaging a V-shaped slot 42 in theplate 43 secured to the vertical rod 44, provided with IOO IIO

the spiral spring 46, Substantially as shown offset -87 and bumper 3,substantia11y as and 1o and described. for the purpose set forth.

3. A coupling of the class described, eom- In testimony whereof I hereunto affix my prsing the sleeve 62, spring 63, and square signature in presence of two witnesses. portion 66, the arm 68, the lever 70 engaging y Y said arm and provided with a lug 72, Jshe pen- JOHN MCDOWELL RAINEY duim-,ing lever 72 provided with a, toe 73, in Vitnesses: combination with the lever 78, the shaft 85, PHILIP VHITE, the rod 86, and the link 7 formed With Jhe A. CAMP. 

